Carburetor



Aug. 4, 1925. 1,548,674

J. C. FREDRICKSEN CARBURETOR Filed Sept. 5, 1921 3 Sheets-Sheet- 1 o I I J I V I was .fiim n y Aug. 4, 1925.

I J. C. FREDRICKSEN CARBURETOR Filed Sept. 5, 1921 3 Sheets-Sheet n w w MM Mm w M 2 h 0 J Aug. 4, 1925.

. 1,548,674 J. c. FREDRICKSEN GARBURETOR Filed Sept. 5, 1921 3 Sheets-Sheet 5 fizz/en 7'01" John C. Fredric/fie Witn essay:

Patented Aug. 4:, i925.

UNITED STATES JOHN C. FREDB-ICKSEN, OE IMILLEB, INDIANA.

CARBURETOR.

Application filed September 3, 1921. Serial No. 498,241.

T all whom it may concern 7 Be it known that I. JOHN-C. FnnnR cKsEN,

V l a citizen of the United States, and a resident of the city of Miller, county of Lake, and State of Indiana, have invented .certain new and useful Improvements in Carburetors, of

j which the following is a specification.

It i) My invention relates to new and useful improvements in carburetors adapted for use in conjunction with internalcombustion engines, and has for its main object the provision of a carburetor which is constructed of a minimum of parts, is economical to manufacture, is easily assembled and not apt to get out of order, and, at the same time is highly eflicient in use.

Another object is to provide a. carburetor with setting meanswhich will admit a slight amount of fuel when the valves are in the closed position and will keep the engine running slowly to prevent shutting off the engine altogether, and thus provide a constant speedy starting.

Other objects will appear hereinafter.

The invention consists in the combinations andv arrangements of parts hereinafter described and claimed.

The invention will be best understood by reference to v the accompanying drawings forming a part of this specification, and in .which,. 7 c Fig. 1 isa fragmentary sideelevation of an automobile, showing my carburetor connected to the intake manifold of the auto- .mobile engine,

Fig. 2 is a vertical section taken on line 2-2 of'Fig..1,-

-.Fig. 3is a plan view of the carburetor,the

float chamber cover being partly broken away,

Fig. 4 is a cross section taken on line 44 v of Fig. 2, V

Fig. 5 is a vertical section on line 5- 5 of F 1g. 6 is a perspective view of the cylindrical throttle member,

Fig. 7 1S2]. cross sect on taken on line 77 of Fig. 2, showing the fuel regulating valve I in substantially closed Position,

Fig. 8 is a cross section taken on the same line as Fig. 7 but showing the regulating valve 1n open osit on, and

Fig. 9 is a cross section taken on line 9-9 of Fig. 2. h I have illustrated my improved carburetor 11 as provided with an upper flange 14,

which is secured by means of suitable securing elements to a flange 15 on the intake manifold 12 of the engine of an automobile 13. The carburetor is, however, adapted to" be connected to the intake manifold of any internal combustion engine, and in any suitable manner. The material of which thecarburetor is constructed maybe brass or any suitable metal.

In the usual carburetors now on the market the gasoline or liquid fuel particles are mixed with the air in a special mixing chamber and then the mixture of fuel and air passes the usual throttle valve, the admission of the fuel and of the air being usually controlled by special valves, separate from the throttle valve, which valves are operated by manual means apart from the throttle lever. In my carburetor the liquid fuel particles and air come together and commingle immediately above the throttle, and no additional fuel control valve and air control valve are valve 19 is provided to control the inner end of said hollow stem, said valve having a uni versal joint connection with one end of a lever 20 which is pivoted on a rod 21 supported in the walls of said chamber. The free end of said lever is fastened to a float 22 which controls the valvev and inflow of fuel a to the float chamber, in the usual manner, and a suitable cover 23.is provided for the float chamber.

V A cylindrical chamber or casing. 25 is constructed integral with one side wall of the" float chamber 16, extending at an inclination along said wall and being closed at the bot tom and open at the top, as best shown in Fig. 2. A neck or pipe 26 extends laterally of air and fuel consists of a throttle valve ormember in the form of a cylindrical brass tube closed at both ends, an'dfitting sn'ugly withinthe cylindrical chamber or casing 25,.in'whiohit is rotatably mounted.

An .airinlet or opening 31 is provided at the side of the tubular member 30, adja-, .cent the upper end, registerable with the intake opening 27 ofthe casing, and-a semi- .circular or D-shaped opening 32 is provided iirtlieside of the tubular member 30,,adjacent the lower end thereof, A slight recess 33 is formed on the periphery of said member 30, leading from said opening 32 v.andextending partially around said member 30, said recess being onlyabout 1/64 of an inch in depth. A pipe 34 is formed in- -tegral with the chamber 25 and extends to in the-wall of. the chamber.

the securing flange 14. Said pipe com- ,municates with the interior of the chamber through an opening 34 and. forms the passage for the fuel and air mixture from the chamberto-theintake manifold 12. An operating arm 35 is fastened to the upper end of. the throttle member 30 in any-suitable manner, and an operating link 36 leads from the free end of said arm to. a suitable operating member. A set screw 37 threaded in the wall of the chamber or casing 25, and extends into saidchamber or easing, its inner end engaging in a slot- 38 pro- .vided in the .tubularmember30, to limit the rotational movement of said member 3O.in1the chamber 25. p

" In use the gasoline flowsfromthe float chamber 16 through the smallopening 28 into the lower end of the chamber 25, passing through the recess 29, formed onthc interior of the easing, into the. recess 33 and stands up to and adjacent the. opening 34 Under -conditions of rest the .air passes through the intake 27, inlet 31,.tubular member 30, D-- shaped opening 32, and recess .33 into the opening 34 andpipe 34, as best seen in Figs. 2 and 7 and while the valve member is set in this position of rest, a slightamount ofair :mingles in substantially equal quantitieswith a slight amount. of fuel admitted from therecess 29 through the corner point of the recess 33, thus forming a .small quantity of rich gas mixture, which is kept present, in the intake manifold, andby-reason of which the engine is kept running very slowly to avoid complete shutting off and to leave the engine at all times ready to be started immediately, and without the aid of any priming thereto or especial priming means. To change the device to running condition the arm 35 and throttle member 30 are turned clockwise as viewed in Figs. 2, 4 and 6, and anti-clockwise as viewed in Figs. 7 and 8, thereby moving the recess 33 over the recess 29, and increasing the overlapping portions of said recess, thereby admitting a larger amount of gasoline or liquid fuel to enter the recess .33 and .a larger amount of fuel-tobe drawn with .the air through the pipe 34 into the .mani fold. During this running position the .air ,is admitted from the throttle member .30

directly through the opening 32 therein, and through the opening 34 of the. chamber. 25, there tomingle with the gasoline or (fuel inproportionately larger quantities in order tojprovide a proper fuel mixture, one not nearly as r ch asthemixture present in the pipe 34 while the engine is at rest.

lViththe above construction'I have provided a carburetor which dispenses with the separate air, fuel, and throttle valvesand the levers therefor, and have provided, a structure which is simple andfool proof,

which controls the admission of air and fuel by ,turning a single throttle member by means of a singlelever, and I have produced a device which does not make use of numerous complicated-members but only a few elements which act positively and which will alwaysproduce a proper fuel mixture.

WVh'ilcI have illustrated and described the preferred form of construction for carrying my invention into effect, this is capable of variation and modification without departing from the spirit of the invention. I, therefore, do not wish to be limited to the precise details of the construction set forth, but desire to, avail myself of such variations "and modifications as come within the scope of the; appended claim.

Having described my invention, what I claim as new anddesire' to secure'by Letters "Patent, is

In a carburetor for an internal combus- .tion -engine, a fuel chamber, .a cylindrical member formed integral with the wall of said ohamber,-a fuel inlet provided through said wall from said chamber to said member, arecess atthe inner side of said member and communicating with said nlet, a

tubular valve with closed ends rotatably mountedin said member, arecessangularly disposed relative to the recess on said cylindrical -member *formed on the periphery of said valve and having a corner in constant communication with the recesson said member, a discharge conduit leading from said member and in constant communication with said peripheral recess, an air inlet on said member, an opening through said valve being in constant communication With said air inlet, and an opening through said valve admitting air from the interior of said valve through said peripheral recess to said discharge conduit When the Valve is in closed position.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

JOHN C. F REDRICKSEN. Witnesses:

JOSHUA R. H. POTTS, FREDA C. APPLETON. 

